Electric-railway system.



K. E. STURT.

ELECTRIC RAILWAY SYSTEM'.

AvPLlcATloN man APR.29,1912. RENEwEo JuLY 17,1915.

L%,9? Patendsepn 25,1917.

18 SHEETS-SHEET 1,.

K. E. STUART.

ELECTRIC RAILWAY SYSTEM.

APPLICATION man Anza, 1912. RENEWED luLY 11, 191s.

Patented Sept. 25, 1917.

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ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED APII.29. 1912. IIENEWED IuLY 17.1915.

Patented Sept. 25, 1917.

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A TTORNE Y K, E. STUART.

.ELECTRIC RAILWAY SYSTEM.

APPLICATION man APR.29. 1912. Renn/en www. 191'5.

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ELECTRIC RAILWAY SYSTEM. APPLICATION FILED AP11.29.1912. RENEWED JULY 17.1915.

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ELECTRICRAILWAY SYSTEM. APPLICATION FILED APR.29. I9I2. IIEIIEWED IuLY I?. 1915.

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ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED APR.29.1912. IIENIawED IIJLYII. 1915.

Patented Sept. 25, 1917.

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ELECTRIC RAILWAY SYSTEM. APPLICATIUN FILED APR29| 1912. RENEWED JULY 17.1915 19eme?.

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K.. E. STUART.

ELECTRIC RAILWAY SYSTEM. APPLICATION FILED APR.29. 19l2. RENEWED JULY l?. i915.

Patented Sept. 25, 1917.

18 SHEETS-SHEET [3 wwwt 5 C, N

A TTQNEY K. E. STUART. ELECTRIC RAILWAY SYSTEM. )APPLICATION FILED 'APR.29| E912. RENEWED JULY 17.1915. 32.49.89?. mndept. 25,1917.

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K., E. STUART.

ELECTRIC RAILWAY SYSTEM. APPLICATION FILED APII.29. |912. IIENEwED IuLY I7. I9I5.

PfIIenIed sept. 25, l1917.

18 SHEETS-SHEET l5.

| E. STUART.

ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED APR.29. 1912. RENEWED JULY 17,1915.

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18 SHEETS-SHEET I7.

' K. E. STUART.

ELECTRIC RAlLWAY SYSTEM.

APPLICAIION FILED APR.29, 1912. RENEWED JULY 17.1915.

Lwgl Patented sept. 25, 1917.

18 SHEETS-SHEET 18.

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zal torney KENNETH E. STUART; OF PHILADELPHIA, PENNSYLVANIA..

ELECTRIC-RAL/VAY' SYSTEM.

Specification of Letters Patent.

Patented Sept. 25, 1917i'.

Application filed April 29, 1912, Serial No. 693,978. Renewed July 17, 1915. Serial No. 40,526.

To all whom t may concern:

Be it known that I, KENNETH E. STUART, a citizen of the United States, residing in the city of Philadelphia, county of Philadelphia, and State ot' Pennsylvania, have invented a new and useful Electric-Railway System, of which the following is a specification.

My invention relates to an electric railway system suitable for the underground despatch ot mail, parcels, etc., in which the traveling cars carry no motormen. `My invention relates more particularly to the method of and apparatus for controlling the cars at a distance by the use of preferably shunt wound electric motors,V the fields of which are excited from a separate conductor rail extending along the trackway, by which means the cars can be started. stopped or reversed.

My invention relates further to a method of operating a block system to prevent collision between trains, and more particularly by means of the current supplied through the separate conductor rail above mentioned to the fields of the motors.

My invention also resides in a method of and apparatus for indicating automatically in each station whether a particular approaching car or train is to be stopped at the station in question or to pass by without. stopping.

My invention further resides in a method oi' and apparatus for eoualirting the braking effect upon empty and loaded cars so that they come to rest within substantially the same distance.

Another feature. ot mv invention is the interlocking: of the controllers in a station so that certain mischances are thereby rendered impossible.

Mv invention further consists in the construction ot relays-and contactors hereinafter described.

My invention resides in other features hereinafter described and claimed.

For an illustration of one of the forms ot my invention reference is had to the accompanying drawings. in which Figure l is a diagram ot the connections upon a car and between the car and the track and conductor rails and one type ot controller, which is shown in the reversing position or position in which it makes such connections as will cause the car to start backward.

Fig. :2 is a diagram ot' the same connections eXcepting that the controller is shown in the braking position or position in which it makes such connections as will cause the car to be electro-dynamically braked.

Fig. 3 is a diagram of the same connections excepting that the controller is shown in the starting position or position in which it makes such connections as will cause the car to start forward.

Fig. l is a diagram of the same connections eacepting that the controller is shown in the through position or position in which it makes such connections as will cause the car to continue at a predetermined speed.

Fig. 5 is a diagram of the electrical apparatus and connections at a terminal station.

Fig. 6 is a similar diagram (shown in three portions) for the rst block section, supposed to adjoin the preceding section on the right.

Fig. 7 is a similar diagram for the second block section7 supposed to adjoin the preceding section on the right.

Fig. 8 is a similar diagram tor the third block section, which includes an intermediate station and is supposed to adioin the precedingl section on the right. This figure also shows diagrammaticallv the electrical apparatus and connections at the said intermediate station.

Figs. 0 and 10 are similar diagrams for portions ot the fourth and fifth block sections respectively; each supposed to adjoin the precedingl section on the right.

Fig. 11 is a diagram of the connections made by the contactors ot the first block section when they are in the braking position or position which causes the train to come to rest upon this section.

Fie'. l2 is a diagram of the connections made by thesame contactors when they are in the starting position or position to restart the train after it has been brought to rest upon this section.

Fig. 13 is a diagram of the connections inI this case are such as to accelerate the train again to full speed and then pass it over the made by the same contactors when they are in the through position, or normal position,lv\ihich in this case are such as to retard the train to speed at Which it can?. safely enter upon the curved portion of the line.V

Fig. 14 is aV diagram of the connections made by the contactors ot the second block section when they are in the braking-posi,- tion.

v Fig. 15 is a diagram of the connectionsA made by the same contactors when they are in the startingl position..

Fig. 16 is a diagram of the connections made by the same contactors when they are in the througli or normal position, which remainder of the section at substantially that speed.

20% Figs. 17, 118 and 1 9 are diagrams of the connections made by the cont-actors oi" the third block section when they are in the braking, starting and through positions respectively.

Fig. 20v is a diagram of the connections made within the controller of the braking section of the terminal station when it' is Y When it isl in the reversing, braking, neutral andI starting positions respectively.

Figs. 30 and 31 are diagrams of the con` nections made Within the controller for the braking` section of the intermediate station,

when it is in thel braking and starting positions respectively.

Fig. 32 is a diagram of the connections made Within the controller for the switch points of the intermediate station when it is in the station position, or position inV whichv the switch pointsl are set to direct a car into the station.

Fig. 33' isl a diagram of the connections made Within the same controller vvh'en it is .in the cpast position or position to direct a car .past the station.l

Fig. 3i is a side elevation, partly in section on the line 1 1' of Fig. 35', of one'of the contactors above mentioned.

Fig; is a planview of the same, part bein g* shown withl the cover broken away.

Fig. 36- is an end elevationofV thei same,

the left half being in section onthe line` 2 2 and` the" right half onthe line 7-7 @ii-Fig. 34. j

Fig. 37 is a sectionalend elevation of the pointsy from a distance.

Fig. l5v isanl end-elevation of the' same.

Fi'g-46 is.' a front elevation of the frame" ofth-e control table for the intermediate station, and they system of interlocking to prevent certain mischances, the frame partly broken away. 4

Fig.' if? i'sanf end elevation of the same, partly-4 broken away.

Fig. 48' is an elevational View of! the same froml the opposite end", partly broken away.

Fig.- 9i is a' sectional elevation of the saine talken centrally.

FigaV 50is a: plan View of' the same, `partly broken away.`

Fig'. 51 ay diagrammatic View of the cams by which the controller interlocking is secured.

Fig. 52 is' a sidey elevational View of the mechanism carriedj by the car byy means of which when approaching theV station for which it is intended itv automatically indicates the tact that'it' isintendedy forV that stastation to the operator there.`

Fig; 58 is an end: elevation of the same.

Figs 511 is an end elevation oli' the same from the opposite endl.

Fig; 55j is a* plan View of the same.

Fig. 516 is-an end elevation oi the stationary devices cooperating Withthe same.

Fig. 57 is a side elevation of? the said stationary devices.

Fig. 5SV is a diagram showing the curves of retardationl from full speed tovv rest of an empty car and a loaded car When my system of equalizing the braking eect upon thel tivoy is employed.

Referring now to Figs. 1, 2, and 4T`1 and T2 are contact conductor rails 'for the motor ieldi andP armature respectively, eX- tendingl along Jthe trackwa'y and insulated from the ground and fromthe track rails T3, T3. M is the elect-ric motor driving the car through the gears @l andl G52 and Wheels Wfl. Si and- Si2 are collector shoes carried by the car andbearing'upon the conductor rails T1 andi respectively. The electrical connections upon1 theA car are from T, through the shunt ield F1` and the point 19 to the frame of the'carF'an'd thence through 

